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Post Info TOPIC: A concept for boost enrichment...


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A concept for boost enrichment...


I believe the following should work. Perhaps I am missing something in the programming world as to why constants are typically entered as rational numbers rather than their decimal "equivalents". I assume it is either an accuracy thing or that the code only allows for a certain amount if digits.


If metric Then
WriteFlashWord(&H55802, ((((14.7 * KPA / 100) + 14.7) * 2.7198) +25.5025))
Else
WriteFlashWord(&H55802, (((PSI + 14.7) * 2.7198) +25.5025)
)

...and reverse...

If Metric Then
i = Int(((((HEX * 0.3677) - 9.3765) - 14.7) / 14.7) * 100)
Else
i = Int(((((HEX * 0.3677) - 9.3765) - 14.7)))
End If

-- Edited by sportbikeryder on Monday 27th of December 2010 03:37:29 AM

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Thanks,

Sorry, but I must admit that I dont follow how you resolve the revers from the forumulas ? The first one looks reasonable but the reverse one does not really reflect the first formula.

What I need is just the formulas from the SSI sensor documentation how the pressure is caluclated from voltage and from voltage the pressure is calculated.

Below is an example e.g. how the column headings are calculated from Hex values. There is some 5 other places where this formula is needed. The number 50.5 you can not find in the sensor documentation as thats internal to ecu which converts the raw sensor information into volts. But rest is from GM3 bar sensor document.

If B_rescale.Text.Contains("GM3") Then
If Metric Then
D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7) / 14.7) * 100)
Else
D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7)))
End If
Else
'
' SSI5 bar calculates this differently
'
If Metric Then
'D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7) / 14.7) * 100) * 1.5
D_boostfuel.Columns.Item(c).HeaderText = "n/a"
Else
'D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7))) * 1.5
D_boostfuel.Columns.Item(c).HeaderText = "n/a"
End If




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Sensor calibration is as follows:
0.5V = -14.7psi
4.5V = 60.3 psi

Which results in the following formula

((volts -0.5) /0.0533)- 14.7=psi
(psi + 14.7)*0.0533 +0.5= volts

Or if rational numbers are required:

((volts -0.5)* (75/4))- 14.7=psi
(psi + 14.7)*(4/75) +0.5= volts

-- Edited by sportbikeryder on Wednesday 29th of December 2010 06:59:13 PM

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This should work. (maybe...)
The 25.5 offset is due to the SSI calibration starting at 0.5V rather than 0V as with the GM 3bar.


If metric Then
   WriteFlashWord(&H55802, ((((14.7 * KPA / 100) + 14.7) * 2.72) +25.5))
Else
   WriteFlashWord(&H55802, (((PSI + 14.7) * 2.72) +25.5))
...and reverse...
If Metric Then
   i = Int(((((HEX - 25.5) / 2.72) - 14.7) / 14.7) * 100)
Else
   i = Int(((HEX - 25.5) / 2.72) 14.7)
End If

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Thanks ! Done for today, but will type these in when I am next time fiddling with the boostfuel module in a few days.



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We may be more accurate to use 101 rather than 100 for the metric formula. At lower pressures it is not significant, but at say 100 is off by 4kPa. Not sure that it matters either way, just more of a book keeping thing.


-- Edited by sportbikeryder on Wednesday 29th of December 2010 07:07:48 PM

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I downloaded 2.5.30 version of EE. Looks good. Perhaps the sensor selection should be a pull down menu since the options are not clear (not intuitive to click multiple times to select the sensor)

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PetriK, what is the current status of the SSI sensor integration? I believe you had mentioned that it is ready, but but compiled in the current build.

Reason I ask is that I may have a rare opportunity for some free time coming up and may be able to get my bike on the dyno to test various items compare signals for my bike. Probably will not get into boost tuning for high boost levels (over 30psi) this go around, but, if practical, would rather not ave to do a complete re-tune when switching the sensors in the future as I envision it will take more than one day of tuning to get the whole boost range tuned.

I woudl like to first compare the vacuum portion of the maps with the stock vs GM 3bar vs ssi. then do a simple positive pressure test with the3bar and ssi, provide feedback on teh sensor comparison, and then then tune / fine tune the boost fueling with the ssi if it is deemed suitable from the tests.



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Yes, in a couple of places in the code there is empty space to type in the formulas for finding the right column and right pressure reading. I recall it being left to point where we really need to see the sensor documentation to verify the formula from documentation.


If B_rescale.Text.Contains("GM3") Then
If Metric Then
D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7) / 14.7) * 100)
Else
D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7)))
End If
Else
'
' SSI5 bar calculates this differently
'
If Metric Then
'D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7) / 14.7) * 100) * 1.5
D_boostfuel.Columns.Item(c).HeaderText = "n/a"
Else
'D_boostfuel.Columns.Item(c).HeaderText = Int(((((i / 50.5) * 9.2) - 14.7))) * 1.5
D_boostfuel.Columns.Item(c).HeaderText = "n/a"
End If
End If


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Nothing really available as far as sensor documentation. The formula data were derived form info from Seb @ NLR for the calibration curve (which I verified comparing the sensor to a few other sensors / gauges).

.5 volts= -14.7 psi
4.5 volts= 60.3 psi

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OK - will type that in then. I can not believe that anyone would manufacture a pressure sensor without a specification. Maybe we just dont have the right component number avail ?

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What additional information are you looking for?

I use many types of sensors for machine data acquisition, and have never dome anything more than used calibration values as noted above to program the data acquisition equipment. Sometimes it is given as a range (as above) and sometimes in volts/ unit or amps/unit, etc, depending on the type of sensor

Non linear sensors usually contain multi-point info, or a calibration formula is given, but linear ones rarely have a formula as it is just a y=mx+b linear relation. Do you have an example as to what you are referring?

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sportbikeryder... What application do you need more than 30psi? I ask because the ole Gen II ProStreet, GT40, intercooler made 586rwhp@30psi. Hell I'm lucky to hook 380hp at the track even with a slick....I can't imagine using the last 200hp!






-- Edited by turbogpz on Saturday 19th of February 2011 02:03:16 AM

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awesome looking bike ,with power to match.
very nice !
smile

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turbogpz wrote:

sportbikeryder... What application do you need more than 30psi? I ask because the ole Gen II ProStreet, GT40, intercooler made 586rwhp@30psi. Hell I'm lucky to hook 380hp at the track even with a slick....I can't imagine using the last 200hp!






-- Edited by turbogpz on Saturday 19th of February 2011 02:03:16 AM



Nice looking bike! I have a non-intercooled GT35 on my bike The big turbo and intercooler is a huge benefit as far as power per "psi" at the high boost levels.

Are you fueling that with ECU editor, bolt on secondaries, or a standalone?  You need to get to a track that is prepped and let it rip.

 



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I have been trying to start this but always come back to the fact that we also need more rpm range for tuning... especially now for gixxers 14000 and 16000 rpm areas to be added.

and if we need to do that we can also make boos tables larger anyway.


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I am likely going to go ahead and tune with the GM 3bar for mine, at least for now. I had planned to do some non boosted autotuning on the dyno this weekend, but ended up working on a different bike, and then today fitting the prostreet tank and start of the subframe.

My next thought is to determine if I ever want to re-enable the IAT sensor for my turbo application. In the past on the bike, the IAT sensor was just essentially laying under the tank anyway. Not sure that it will do anything, even if installed into the airbox in the hot air stream, due to the very slow, non open element sensor type. I am leaning toward not having a sensor at all and just locking it in the ECU. The only truly usable alternative woudl likely be to use an open element type and to look into programming the ECU compensation values for the IAT.

I know of only 3 or 4 tuners that have interest in it , one of them being Richard of RCC Turbos (probably would be the biggest user of it). I am still uncertain if I really need to go above 31 psi, although I had hoped to go intercooled. Non-intercooled and now with a more stable chassis in the works, I woudl likely be running more than 31 psi boost.


I would think that boost referenced timing retard would be "testable" by a larger user base and would also be more beneficial as a robust positive pressure fueling ECU as it woudl allow more aggressive tuning for low boost areas.



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petrik, has the ssi conversion been implemented into the code yet, but not released yet....?.., the reason why i am asking is that all of my turbo stuff is here, or on the way and i will be experiminting with the new gtx 3582r garrett turbo, in which in "should" make more power in the 30+ [psi range in which i wil be testing, also, i am determined to "prove", the factory ecu is up to the job in controlling boost levels above 30 psi, in which i will be operating, also, have a few different algrothims, in which i had drawn up on paper when i was interested in the gen1 boost fueling....taking the factory ecu to a whole new level of competition.......in which it has never seen.......no



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I am going with the GM 3 bar on mine I suppose.

I will be digging out and dusting off my shift / launch light to put back on the bike as well.

 

I think there may need to be a MOTEC in my future since I don't know how to program this software for the EE gui effectively.

EE is a great streetbike option, and it is very close for race applications, but I am not sure it has quite enough variability to be up to the task of a practical higher end race only application.



-- Edited by sportbikeryder on Saturday 26th of March 2011 02:20:59 PM

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sportbikeryder wrote:

I am going with the GM 3 bar on mine I suppose.

I will be digging out and dusting off my shift / launch light to put back on the bike as well.

 

I think there may need to be a MOTEC in my future since I don't know how to program this software for the EE gui effectively.

EE is a great streetbike option, and it is very close for race applications, but I am not sure it has quite enough variability to be up to the task of a practical higher end race only application.



-- Edited by sportbikeryder on Saturday 26th of March 2011 02:20:59 PM


 i think>>>? i can prove ee2 can perform with the big names.....just be patient.....it's a goal......biggrin

 



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in K8boostfuel.vb :
Comment on line 154 states, "set ignition retard to read the nitrouscontrol module variable"

Does the boost fueling somehow look up what was programmed in the nitrous ignition retard by gear nitrous control module? Or perhaps is this just a copy / paste of the nitrous control logic and the comment carried over?

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Ok guys i need some help here this is my personal street bike with an McXpress kit modified and tuned with EE. I am using the ecu for boost control but at higher boost pressure i have this problem. this is an internal wastegate. this is my dynograph and i will post my settings too. 4th gear with 72kpa, 5th with 88kpa and 6th with 105kpa.

As u can see at 5th and 6th gear backs off to 80kpa in 5th and to 98kpa at 6th gear.

dyno session

settings



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Looks like it is hitting the boost target and then opening the valve to bleed boost, then dropping too far before recovering.
I have not messed with boost control at all as I use an AMS1000.

Do you havesome datalog or somethign that shows what the bike is actually hitting as far as noost pressure?



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no i don't have any log but i was looking at the pc monitor and the pressure drop was as i describe it above.maybe the gate can't handle that pressure or i must set it at the lowest pressure without the solenoid and then connect it again and try again.as far as i know nobody used the boost control with an internal wastegate to give some feedback any suggestions are welcomed thanks.

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Ok problem solved by trimming the wastegate and by cutting the length of the solenoid tubes from the boost source and from the wastegate actuator. I found a bug on the software that really scared me. if i select turbomode/dynomode it gets very very lean because the numbers on the ramair map goes down at 35 in every gear. i know that this must happen so u can tune n/a on the dyno without ram air but when tuning a turbo that creates a big confusion cause it goes VERY LEAN. I think it is better to separate dynomode from turbomode. i just set the values from 6th gear to all other gears and then tune from the boost fuel module.

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The turbo mode / dyno mode is supposed to do as you noted. You are programming the ram air to act as if the bike is in 6th all of the time, while the software is programming all gears to 1st. It really doesn't make a different, you are just starting with a different map "trim".

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I have had a request for a couple of changes and enhancements to the boostfuel module.

A user has requested that 

  • the boost fuel table be extended up to 13,000 rpm.
  • an option to be added to retard ignition based on boost pressure

I also plan to take a look at the 5bar sensor code for John while i am at it.

Does anyone have any comments or feedback on this before i start this change?



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I have just read through this post from start to finish to get a better idea of where this is at, the changes i plan to make may affect backwards compatibly as i will be extending the boost fuel map and adding extra variables, i will try to offer an easy upgrade to users who are already using the boost fuel, so their current settings and boost fuel map will be carried into the new version.

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I have extended the RPM range for the boost fuel to 16000 in 500 rpm increments, John what values do you want to use for the 5 bar sensor, how high do you want to go and what spacing between PSI values?

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I will check again with Richard of RCC turbos as he was also interested in the higher pressure sensor asn he has WAY more experience with the higher values than I do.

 

I have sent the following as a suggestion, assuming the 5 psi resolution is suitable for 20-30 psi range.

 

2 4 6 8 10 12 14 16 18 20 25 30 35 40 45

If needed to save the number of columns, we coudl likely remove the lower two values as very few people would likely be in need of less than 8 psi...

 

When you mentione changing to dis-allow backward campatibility, is this a required change or not? I thinkg think there could be some headaches with current usres if so.

If you are thinking of a ground up re-work, perhaps putting in a calibration input volaage option  (-1bar, 0, max) would be easier (similar to most standalone ecu's)?

 

I hope to get my motor pulled this weekend, and should hopefully be ready to re-test the following weekend.



-- Edited by sportbikeryder on Friday 19th of August 2011 01:24:27 AM

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I was speaking to Greg (Maj) offline and he suggested 2 psi increments from 1 up to 45 psi would allow a really good tuning range, with consistent PSI increments being easier to tune, there is no problem with including extra columns so with this approach there would be 24 columns (there are currently 16), i have worked out all the formulas from the information you posed earlier in this thread. Interesting idea with the calibration voltage... I will have a think about it and see how it could work.

I have also extended the boost fuel map to 16,000 rpm to allow tuning of gixxer turbos with the busa bin. This change has not been released yet. I plan to get some more work on this done over the weekend to get a version to Maj to test when he arrives in the US to tune his bike before he hits the Salt. (see how i go this weekend for time)

I plan to offer backwards compatibility so as to not cause too much headache for existing users. with the option for a one time upgrade to the new higher resolution extended maps.

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Sounds great Justin,
The calibration voltage idea was imparted by Seb from NLR back in the Gen1 boost fueling discussion (lots of good info there as well if you are bored and need some more reading).

http://ecuhacking.activeboard.com/t20198444/turbos-and-stock-ecu-controlling-fuel-based-on-boost/

 

http://ecuhacking.activeboard.com/t30991689/02-07-gen1-boost-compensated-fueling-proof-of-concept/

(Wow...it's been three years since that Gen1 post was started!)

 

Basically, it eliminated the need to use a certain sensor and lets the user calibrate whichever sensor is available. Common sensors could be "pre-programmed" on a pull down to make it easier.
For example, there are sensors available that loos and interface just like the GM 3 bar, but in fact are 4bar.


Some of these may even plug into the factory harness? Haven't really looked into it.

http://www.omnipowerusa.com/map_sensors.asp



One of the underlying ideas behind calibration voltage insertion is for the potential to add in the same for Air temp or other sensors in the ECU, along with enrichment tables (air temp enrichment for example).
Easy for me to say, increasing workload on others....

John



-- Edited by sportbikeryder on Friday 19th of August 2011 02:19:06 AM



-- Edited by sportbikeryder on Friday 19th of August 2011 02:25:58 AM



-- Edited by sportbikeryder on Friday 19th of August 2011 02:26:51 AM

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providing the sensors have a linear relationship between voltage and pressure (which they all appear to) then what you ask is pretty straight forward, the math is simple just need to write the code to calculate the values and update the bin code boost fuel map headers with the calculated values. it would certainly make it flexible. I will have a think about it and as you say have the option to select the existing sensors in widespread use or define custom values.

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Ok, I have just finished the changes to the Boost Fuel module. This is quite a major update to the boost fuel module so before i publish to a wider audience i would like to test it with some experienced users of Boost Fuel from this forum.

The major changes include

1) Extended Boost Fuel RPM range up to 16, 000 RPM
2) Enabled the use of any linear pressure sensor for boost pressure (including SSI 5 bar sensor)
3) Added Boost Pressure based Ignition Retard allowing you to retard ignition as boost increases

I have released this version for testing in a zip file here https://bitbucket.org/ecueditor/ecueditor/downloads/BoostFuelPublish.zip The easiest way to use it is to download the zip and unzip it somewhere on your pc and run directly by clicking on ecueditor.com.exe

I have set it up so you are able to open and use the legacy boost fuel module or the new extended boost fuel module, you are prompted for which version you would like to use when you click on the boost fuel button in advanced settings. Click OK to use the new version, Cancel to use the old version.

There is a drop down with a couple of preset sensors (GM 3 Bar and SSI 5 Bar), when you select one of these the values for Voltages and Pressures are set, to apply the changes to the boost fuel maps click "Apply"

The map resolution has increased to 2PSI througout the whole map from 1 PSI to 45PSI.

You are also able to select via a drop down if you want the maps to appear with kPA or PSI

The Boost Ignition Retard map allows you to enter an amount of ignition retard for boost pressure.

Once this has been tested I will release the code to the mainstream users.





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That's awesome, nice work....

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Great...I downloaded it and am checking it out....now I just need to get mine fixed to test.

I noticed the shift / launch code is in there as well.

Great work Justin. I will check it out and report back with gui comments.

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no probs let me know how you go.

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FYI, AEM have a 5 bar map with the same transfer values as the ssi sensor for ~$60us
It is a brass body, however according to the car guys, there is no difference in performance or reliability over the stainless version.
Always recommend mounting to a frame rail or similar with a urethane or rubber mount, isolated from engine vibration with all MAP sensors, brass or otherwise.

http://www.aemelectronics.com/5-bar-75-psia-map-brass-sensor-kit-1169

http://www.aemelectronics.com/files/info/30-2131-75.pdf

 

John



-- Edited by sportbikeryder on Tuesday 23rd of August 2011 03:40:09 AM

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I must say the gui looks pretty robust. A few comments:

Overboost limit disappears when boost fueling is activated

In the sensor selection area, selecting PSI or kPa is independent of the apply button and the calibration values do not change from kPa to PSI (table header values update as expected)


Perhaps a display of some sort shown near the table to show which sensor is actually active in the table would be prudent to eliminate the possibility of the boost fuel screen showing a sensor or calibration values in the drop downs and the apply button not clicked, causing the table to be something different than what is in the calibration inputs. Maybe making the calibration hidden other than to click, open and insert calibration, then close??



This is unrelated to this boostfuel addition, but there is a 3d graphical representation of the GSXR 1k fuel maps availble by pressing 'g' with the tps fuel maps open. Is this graph generation code a generic portion of the code that could easily be added to all tables (fuel, ignition, boost, etc) for the hayabusa module?

I am very impressed with how this has evolved, at least in theory...I need to get back up and running to do some comparison testing to be sure the sensor transfer information is properly operating for the IAP fueling maps as well as boost fueling.

FYI, feedback from some well known turbo tuners has been positive with respect to 45 psi and the 2 psi increments. Shift/launch light is a hit as well.

There was a comment relating to potential improvement to make the ecu more "very advanced" racer-like relating to operation of the shift kill algorithms, but I will leave that for another time after learning more about it.

John



-- Edited by sportbikeryder on Tuesday 23rd of August 2011 04:23:42 AM

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Justin looks great, however, when activating the boost fuel table, closing and reopening the boost fuel option defaults to the generic boost map and not the one that was just open,
Tried cut and paste of the old table but the scaling differences cause probs, will have to cut and paste each boost level thats interchangable and fill in the gaps for now
Hope to get the bike out of customs today and be tuning tomorrow, let you know how it progresses :)



-- Edited by Maj750 on Tuesday 23rd of August 2011 03:11:06 PM

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sportbikeryder wrote:

I must say the gui looks pretty robust. A few comments:

Overboost limit disappears when boost fueling is activated

In the sensor selection area, selecting PSI or kPa is independent of the apply button and the calibration values do not change from kPa to PSI (table header values update as expected)


Perhaps a display of some sort shown near the table to show which sensor is actually active in the table would be prudent to eliminate the possibility of the boost fuel screen showing a sensor or calibration values in the drop downs and the apply button not clicked, causing the table to be something different than what is in the calibration inputs. Maybe making the calibration hidden other than to click, open and insert calibration, then close??



This is unrelated to this boostfuel addition, but there is a 3d graphical representation of the GSXR 1k fuel maps availble by pressing 'g' with the tps fuel maps open. Is this graph generation code a generic portion of the code that could easily be added to all tables (fuel, ignition, boost, etc) for the hayabusa module?

I am very impressed with how this has evolved, at least in theory...I need to get back up and running to do some comparison testing to be sure the sensor transfer information is properly operating for the IAP fueling maps as well as boost fueling.

FYI, feedback from some well known turbo tuners has been positive with respect to 45 psi and the 2 psi increments. Shift/launch light is a hit as well.

There was a comment relating to potential improvement to make the ecu more "very advanced" racer-like relating to operation of the shift kill algorithms, but I will leave that for another time after learning more about it.

John



-- Edited by sportbikeryder on Tuesday 23rd of August 2011 04:23:42 AM


 Hi John,

I just checked the code for the overboost limit, this function is only active when the shifter code is active, this is the same as the old boost fuel module.

The sensor calibration is only in kPa by design as most of the sensor calibration  data is in kPA so it made sense to enter the data his way independently of what display setting was selected. I can change this if you think I should?

With the sensor calibration I can disable the input controls until a edit button is pressed, and the disable them again when the apply button is clicked, will this work ok for you?

I was not aware of the 3d graph in gixxer, you learn something new everyday ;) but I have thought about doing something like that, I will check out how its done.

Be interested to hear the comment on the shifter enhancements, might be best to post it in the forum post for the shifter to keep it all together.



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Maj750 wrote:

Justin looks great, however, when activating the boost fuel table, closing and reopening the boost fuel option defaults to the generic boost map and not the one that was just open,
Tried cut and paste of the old table but the scaling differences cause probs, will have to cut and paste each boost level thats interchangable and fill in the gaps for now
Hope to get the bike out of customs today and be tuning tomorrow, let you know how it progresses :)



-- Edited by Maj750 on Tuesday 23rd of August 2011 03:11:06 PM


 Hi Greg,

I take it you mean when you uncheck the "code active" check box then re-check it it defaults to the GM 3bar sensor? This works this way because when you uncheck the "code active" checkbox it blanks out the code and maps in the bin file. When you re-check the "active" checkbox it writes the boost fuel code back into the bin file with the default GM 3 bar sensor data.

This has to work like this due to the "blanking" of the bin file erasing any changes when the checkbox is unchecked.

There was no easy way to upgrade from the old boost fuel table which is why i left that code still available so people are not forced to upgrade until they are ready. This also gives you working code to fall back on if something goes wrong with the changes i have made.

Good luck with getting it all up and running, post up some pictures from out on the salt when you get a chance!



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jkwool wrote:

 Hi John,

I just checked the code for the overboost limit, this function is only active when the shifter code is active, this is the same as the old boost fuel module.

The sensor calibration is only in kPa by design as most of the sensor calibration  data is in kPA so it made sense to enter the data his way independently of what display setting was selected. I can change this if you think I should?

With the sensor calibration I can disable the input controls until a edit button is pressed, and the disable them again when the apply button is clicked, will this work ok for you?

I was not aware of the 3d graph in gixxer, you learn something new everyday ;) but I have thought about doing something like that, I will check out how its done.

Be interested to hear the comment on the shifter enhancements, might be best to post it in the forum post for the shifter to keep it all together.


 Overboost...good to go, I wasn't aware that it was only with shifter since I always use the shifter

Sensor calibration in kPa is fine as well, really doesn't matter one way or another.

Edit button woudl likely be a good idea. It doesn't really affect me or other "advanced" users, but keeping with Petri's goal of a user friendly interface, it may "protect the innocent" smile

Graph was somethign PetriK did when developing the GSXR code. It is somewhat primative in that is is non adjustable (just one visual view), although certainly does the job of checking for smoothing or rouge numbers. Many other programs use color coded tables, however this may conflict with the compare map color coding.

Shifter enhancements are pretty high end. I will try to talk with the person who mentioned it later in the fall (although I guess you are in the winter now...)  Basically it amounts to smoothing techniques for bringing the power back in after a shift, really only used on higher end high powered bikes.  I will bring it back up in the shifter forum after further discussion.

 

John



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if i had to guess i would say Maj was referring to just closing the boostfuel window and re-opening it



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jkwool wrote:

 Hi Greg,

I take it you mean when you uncheck the "code active" check box then re-check it it defaults to the GM 3bar sensor? This works this way because when you uncheck the "code active" checkbox it blanks out the code and maps in the bin file. When you re-check the "active" checkbox it writes the boost fuel code back into the bin file with the default GM 3 bar sensor data.

This has to work like this due to the "blanking" of the bin file erasing any changes when the checkbox is unchecked.

There was no easy way to upgrade from the old boost fuel table which is why i left that code still available so people are not forced to upgrade until they are ready. This also gives you working code to fall back on if something goes wrong with the changes i have made.

Good luck with getting it all up and running, post up some pictures from out on the salt when you get a chance!


 Justin,

    Greg messaged me elsewhere to clarify the following:

 "the boost table from a saved file does not transfer with the new test boost fuel version, reloads the generic table, ..ok once you have something loaded and saved"

I believe he is referring to opening a legacy file and opening boostfuel in the old version. (Opening a previously tuned bike file)

The ability to keep previous tuned versions is probably important as I am sure there have been quite a few bikes tuned with the previous version. I know it is more of a burden, but a convert to new table values" table updater could also be used rather than hanging on to the legacy module. For noe, lower risk would likely be with the choice of the two versions, if that remains practical to implement.

 

Perhaps the pop-up can be re-worded along the lines of: Selectboostfuel type, note, current boostfuel selection will require re-tuning of boost fuel maps. With choice buttons of Pre 2.5.5.55 version or current version

I should re-look at refreshing my programming "skills"...it's been ten years or so.

 

 Perhaps the pop-up can be re-worded along the lines of:  Select boost fuel type, note, current boostfuel selection will require re-tuning of boost fuel maps. with choice buttons of Pre 2.5.5.55 or current


Greg also mentioned that he will likely test the shift / launch light code once he gets his bikes out of hock.

John

 



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thanks for relaying that for me John
my internet is far from working well while traveling, poor signal and no outgoing email :(
Yes i tried opening my 750/busa boost fuel file in Justins new version and it defaulted to the starter boost fuel table as i initiated the new boost fuel page
ended up copy and paste to get some closer figures on the table then moving some columns and averaged the gaps to get a baseline.
saves fine once the changover is done
once i have the bike it will be easy to test the shiftlight excepting clutch in settings, no active clutch switch as they salt and fault quickly , and i don't need the clutch based features.

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Hi, thanks for the feedback, I have added the edit sensor button that has to be clicked before you can edit the the sensor settings, you then have to click apply to update the bin with the new sensor settings, I have also created an upgrade process that will take a boost fuel map from a previous version and "upgrade" it by using linear interpolation so the map can be used (as a good starting point) in the extended boost fuel module (this should solve your comment Greg).

I have published the latest version to the ecueditor.com site so you should get the changes through the normal updating mechanism.

Let me know how you go with testing the changes.

Cheers
-Justin.

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i tested the new boost fuel code did a convertion from my old bin afr very close to previous boost code. the boost retard works fine only one problem with overboost limit when i close the boost fuel module and then reopen it doesn't saves the value that i changed.

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Thanks for testing the changes, that's great news that the extended fuel map and the new boost ignition retard is working. I have just done another release which should fix the overboost limit issue. Let me know if you find any other issues.

Cheers
-Justin.

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Matador, Great news abtou teh testing of teh boost fueling.

Did you look at the datastream to confirm the timing is working or somehow do it a different way?

Also, did you ever get your previous boost control issues resolved?

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